Leading the way in automation Improving productivity and performance at today’s container terminals

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Kalmar Global is Kalmar’s customer magazine. Publisher: Kalmar, part of Cargotec, Porkkalankatu 5, FI-00180 Helsinki, Finland. Editor-in-chief: Maija Eklöf (kalmar.communications@kalmarglobal.com) Managing Editor: Sirpa Marttila Editorial Board: Nicola Anderson, Karri Keskinen, Robbert Lohmann, David Malmström, Annelies Nentjes, Cecilia Lo Greco Laustsen, Tiina Tausta, Shushu Zhang Layout and production: Zeeland Cover: Kalmar Printed by PunaMusta. The opinions expressed by the authors or individuals interviewed do not necessarily represent the views of Kalmar.

Kalmar offers the widest range of cargo handling solutions and services to ports, terminals, distribution centres and to heavy industry. Kalmar is the industry forerunner in terminal automation and in

energy efficient container handling, with one in four container movements around the globe being handled by a Kalmar solution. Through its extensive product portfolio, global service network and ability to enable a seamless integration of different terminal processes, Kalmar improves the efficiency of every move. www.kalmarglobal.com

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Editorial

Olli IsotaloPresident, Kalmar

We are seeing a growing trend towards intelligent terminals and the benefits of automation are becoming increasingly accessible for operations of all sizes. Terminal automation is not just about building a greenfield terminal from scratch. In fact, we have seen rapidly increasing interest from operators to look into automating their existing terminals. The transition to automated operation is done step by step to avoid loss of capacity. Automation can also be implemented by expanding the terminal to a previously unused area.

Kalmar offers various solutions for terminal automation, which help our customers to optimise the performance of their business. Depending on the size, throughput, container handling patterns, geography and existing equipment in the terminal, different combinations can be used for stacking and horizontal transport equipment (pages 12–13). A dedicated Kalmar team will provide the expertise required to deploy and integrate the systems as well as on-going maintenance and system support.

Discussion about port automation aside, we at Kalmar are extremely proud of our roots as a machine builder. Equipment sales is an important part of our business and will continue to be so also in the future. This year, we are introducing new

products for our customers in distribution and industrial segments. The Kalmar Ottawa T2 distribution tractor has already proven its success in North America (page 29) and the new electric forklift is set to turn heads at CeMAT (page 6).

At Kalmar, we are committed to making your every move count.

Optimisingyour businessperformance

Hans “Hasse” Rundblad drives Gloria with a smile on his face

Liquefied natural gas is the fuel of the future

New electric forklift sets the standard in energy-efficient material handling

Automation helps improve productivity and performance at today’s container terminals

Process automation improves safety and security

Automation has improved health and safety at Patrick’s Brisbane terminal

RTG automation takes efficiency to the next level at the Port of Oslo

DP World Brisbane runs one of the most highly automated facilities in the world

TPS opted for crane heightening at the Port of Valparaiso

The new Kalmar Ottawa terminal tractor offers superior ergonomics

News from around the world

Kalmar and reachstacker are synonymous in China

Kalmar keeps the BMW logistics plant running on time in Wackersdorf

GloriaGloria has arrived at the Ports of Stockholm, and “Hasse” Rundblad could not be happier.

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Driver

Gloria, high tech, high performance, high driver satisfaction,

has arrived for operations at the Ports of Stockholm, Sweden,

and Hans “Hasse” Rundblad is excited. One of nine

reachstacker operators at the Container Terminal Frihamnen,

Rundblad has driven the Gloria prototype, and he cannot wait

to get his hands back on the Gloria joystick.

“The joystick was actually one of the things we opted for

after our trials with the prototype as a complement to the

steering wheel,” he says.

Back in the 1920s and 1930s, in the area where the container

terminal now sits, there was an airplane hangar for hydroplanes

that was a base for some of the first overseas flights out of

Sweden. The land has since been reclaimed from the Baltic Sea,

and as such, the surface is uneven. The rough terrain means

challenges for the reachstacker operators.

“The vehicles tilt and bounce because of the unevenness

here. With Gloria, we can lock up the containers in place, and

driving is a lot more stable than in the past,” Rundblad says.

The constant bouncing is tiring, so for a driver the cabin,

the driver’s office, makes a big difference.

Rundblad’s day begins at five in the morning, and when

he gets to work, there is already a line of trucks waiting to be

loaded with containers. To make sure the average turnaround

time stays at the current eight minutes per truck – “and that

includes the drivers’ walk from the harbour office back to

their trucks” – the driver has to be ready to roll immediately.

“The cabin is like nothing else I’ve seen before. Everything

is much more ergonomic, it’s much more comfortable and

nicer to sit in. The drivers have better visibility from the

cabin, and the blind spots are gone,” he adds.

And with Gloria’s improved steering system, the tyres will

last longer because there is less friction between the surface

and the reachstacker. That also makes for a better driving

experience.

“Maybe we can let up on the gas a little in the future,” says

Rundblad.

spellsjoy

Fuel of the future

What is LNG and how is it produced?

Why should ports switch to LNG?

Is LNG more expensive than other fuels?

In a world starving for alternative energy resources, LNG is a clean, affordable fuel that our ports cannot afford to ignore. Stefan Johansson, Director of Sales & Marketing, Kalmar Reachstackers & Empty Container Handlers tells more.

Is the infrastructure already in place?

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She’s no gas guzzler

When LNG is combusted, it generates 29 percent less carbon dioxide per joule than oil, and 44 percent less than coal.

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text RISTO PAKARINEN photos KALMAR

evolutionElectric

There is ongoing product development that creates new

versions of existing products, tweaking and improving

them, and addressing customers’ concerns.

Then comes a generational shift, with a rollout of

a whole new set of attributes, keeping the best of the previous

generation and adding the most innovative designs in response to

customer needs.

Like Kalmar’s Gloria, the new G generation of counterbalance

equipment, and now the ECG50-90 electric forklift that enters the

5–9 tonne counterbalance market.

“The forklift has new safety features and a new hydraulic

system with greater precision. The EGO cabin, standard in our

G generation machines, has greater visibility and improved

ergonomics,” says Thomas Malmborg, Vice President, Forklift

Trucks.

Malmborg calls the new machine a major advance in forklift

design that will set the standard in energy-efficient material

handling.

Total overhaulMajor advances and standards are not run-of-the-mill.

“It’s a total overhaul of the vehicle, in which the most

important features are the cabin, the electrical system, and

Kalmar’s new environmentally friendly electric forklift improves productivity.

the maneuverability, with all the other benefits

of the generation G. Also, we’ve made other

improvements based on customer feedback,” says

Peter Ivarsson, Director, Forklift Trucks.

The most visible change is the EGO cabin with

its new ergonomic design, greater visibility and

improved safety. The optional rotatable driver

environment is especially useful when driving

requires a lot of reversing. It only takes the press

of a button to rotate the cabin, saving both time

and stress on the driver’s neck and shoulders.

The ergonomic steering console helps to keep

the driver more alert and relaxed. The well-placed

panels and controls for data display and machine

control systems make it easy to use and adjust.

“A lot of attention has also been paid to

maneuverability so drivers have a good feel for the

vehicle and know that they are fully in control of

the forklift at all times,” says Ivarsson.

Maximum precisionThe key is the finely tuned hydraulic system

developed for maximum precision.

6 KALMAR GLOBAL

Kalmar ECG50-90

Drivers will be happy behind the

controls and company executives will be

happy with the bottom line.

“In the marketplace, this is an

environmental choice. When you

consider the life cycle costs of an electric

forklift, as our customers do, you quickly

realise what a winning concept it is,”

Ivarsson says.

He adds, “Sure, the initial investment

is slightly higher, but the running costs

are much lower than with a diesel

vehicle. Our customers increasingly

consider environmental factors, and with

diesel prices rising, an electric forklift is a

more attractive alternative.”

The forklift’s electronic system

is energy-efficient with different

modes: The “power” mode optimises

performance while boosting productivity.

7

Extraordinary times call for

extraordinary measures and harsh

conditions require innovative

solutions. The harsh conditions

of Canadian forests pose special

problems for the people working in

them and the machinery needed for

lumber transportation.

“The surface is muddy and uneven.

Traditional forklifts get stuck in the

mud, or there is not enough ground

clearance, which makes it nearly

impossible for timber companies to

use traditional forklifts,” says Peter Ivarsson, Director, Forklift Trucks.

The solution – the Big Wheel“As the name says, this version of

the DCG90-180 has bigger wheels

and higher ground clearance, and it’s

been specially developed to handle

the conditions forestry companies

face in Canada,” says Ivarsson.

Big Wheel keeps on turning

The “normal” mode optimises productivity.

And the “economy” mode optimises cost

savings, delivering up to 10 percent in

energy savings.

“The energy saving mode allows further

distances between charging, and delivers

lower maintenance costs than in a diesel

vehicle,” says Ivarsson.

Longer service intervalsWhereas the first service interval used to

be 50 hours, the first service is now done

after 500 hours. Kalmar’s service personnel

will now also be able to finish the job more

quickly, thanks to simplified maintenance

and a market-leading diagnostic system.

The troubleshooting time has been

signifcally reduced.

Ivarsson says that thanks to all these

improvements, the initial investment is

intended to be paid off within two to three

years.

The average life cycle for a vehicle like

this is about five years. Some companies

have used their vehicles for as long as

twenty years, while others opt for new ones

every four to six years.

Product development at full speed“The product development time was about

a year and a half, including all the cross-

functional work inside the company,” says

Niclas Samuelsson, Project Manager,

Forklift Trucks.

Some customers have already tested

the final version of the new electric forklift

– many were involved in the process and

have driven prototypes – and interest in the

launch is significant, says Ivarsson.

“This is a market driven project.

Customers are asking for a better electric

forklift, and we have responded to that

demand. The diesel engine market will

eventually turn to electricity, so it makes

sense to get ready for it,” he says.

The initial investment is intended to be repaid within two to three years.

“Many of the world’s big forestry

companies are there, and now we

can offer them both the regular

DCG90-180 and the Big Wheel

version,” says Ivarsson.

The Big Wheel, a generation G

vehicle, comes with the ergonomic

EGO cabin and smart features that

give drivers optimal performance,

a new electronics system, a new

variable hydraulic system, and

improved cooling system.

Accessibility solvedThe Big Wheel has great potential

for solving customers’ access

problems in many areas of the

world – not just the forests of

Canada.

“The Big Wheel is going to be a

real attention-grabber. There’s

never been anything like this,”

Ivarsson says.

8 KALMAR GLOBAL

Features

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Julie Simington,

Patrick Production

Manager, in the

terminal control tower

Process automation

offers considerable

improvements in safety

DP World Brisbane’s

Mark Hulme believes in

automation

Crane heightening allows TPS to

increase the capacity of its container

yard at the Port of Valparaiso

Pages 10–28

9KALMAR GLOBAL

text THOMAS FREUNDLICH photo SHUTTERSTOCK

We have come a long way...

10 KALMAR GLOBAL

Terminal and process automation

are recognised as the next steps

to improving productivity and

performance at today’s container

terminals.

On one hand, terminals need to utilise their

equipment, resources and space to maximum

capacity, and every incremental improvement

adds up to massive savings over the course of a

fiscal year. On the other hand, qualified labour

can be hard to obtain, and safety issues as well

as human factors often restrict the performance

of terminal equipment from its full capacity. The

latest supersized container ships place additional

competitive pressure on terminal operators to

maximise throughput and minimise turnaround

times.

Automating a greenfield (newly built) terminal

from scratch is what often comes to mind when

discussing automated terminals. However,

existing (brownfield) terminals can be automated

partially or wholly to achieve the benefits of

automation. At brownfield terminals, the

transition to automated operation is carried out

step by step to avoid loss of capacity. Automation

can also be implemented by expanding the

terminal to a previously unused area.

“No matter what the approach, the project

requires thorough planning. Numerous

technology and equipment combinations need

to be studied to identify the best choice for

the operator,” says Elmar Hendriks, Director,

Terminal Development, Kalmar.

Terminal automation can be accomplished

in many different ways depending on the size,

throughput, container handling patterns,

geography and existing equipment in the

terminal. Solutions include automated stacking

cranes (ASCs) with manned or automated shuttle

carriers, ASCs and automated guided vehicles

(AGVs), fully automated straddle carriers,

automated RTGs with automated shuttles, or

various combinations of these options.

Evolution by designThe history of container terminal automation

extends back some 20 years. The world’s first

automated terminal was ECT Delta in The

Netherlands, operational since the early 1990s.

The terminal is based on the AGV concept with

automated stacking cranes. The container stack

is perpendicular to the quayside, which is the

typical layout for European container ports.

At ECT Delta, each STS crane is served by four

AGVs, and the handover is a coupled process that

takes place under the STS crane’s legs. A single

ASC serves each block of the 6-wide container

stack, which is stacked at heights of 1-over-3 and

1-over-4.

A similar ASC and AGV concept, although

with larger stacking capacity and two ASCs

per block, is used at the newer ECT Euromax

terminal in The Netherlands, in operation since

2008.

The next generation of automated terminals

took the concept a major step forward, obtaining

higher capacity and more flexibility in container

handling. Opened in 2000, the HHLA CTA

Terminal in Hamburg introduced a second ASC

to the container block, now stacked 1-over-5

with a width of 10 or 12 containers. The ASCs

ride on two sets of rails, allowing the smaller

crane to pass under the larger one. The AGV-STS

handover takes place under the back reach of the

STS crane, improving safety by keeping workers

out of the handover area.

In today’s fast-moving world, the trend is for intelligent container terminals that rely on unmanned operations and automation.

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11KALMAR GLOBAL

Alternatives for terminal automationTerminal automation can be implemented with various combinations of stacking and horizontal transport

equipment.

A decade later, the HHLA CTB Terminal,

also in Hamburg, developed these ideas

even further. The terminal features a novel

arrangement of three ASCs per block

(two small and one large). The ASCs are

coupled with manned shuttles for horizontal

transportation.

For an alternative automation solution, one

can look to the Patrick Container Terminal

in Brisbane. The terminal, operational since

2007, is the world’s first fully automated

straddle carrier terminal. A fleet of 27 Kalmar

AutoStrads™ handles quay and landside

operations. Three AutoStrads serve each

STS crane, and the carriers are pooled for

maximum efficiency.

“The straddle carrier concept enables a

fully decoupled process as the STS cranes and

carriers can place containers in the crane back

reach without having to wait for each other,”

Hendriks notes.

Hybrid automation solutionsThe latest innovations in terminal design are

decoupling the container handover and creating

terminal layouts that combine the best of multiple

container

handling technologies.

As a result, the benefits

of automation are

increasingly accessible for

terminals of all sizes.

“Automation has

proven itself for ship-to-

shore handling rates of

25 to 30 containers per

hour. For projected future

performance of around

40 to 45 moves per hour,

one of the key concepts is the decoupling of vessel and yard

operations. This enables operators to maintain smaller fleets

while reducing congestion and equipment idle time,” says

Hendriks.

One of the most interesting new designs is the TraPac

extension to the Port of Los Angeles, scheduled to be

operational this year. Built around a fully decoupled process,

the terminal combines three automation concepts on a single

site. In addition to perpendicular and parallel container

stacks served by ASCs, the terminal includes a third,

diagonally placed AutoStrad stack that allows the terminal

operator to make the most of previously unused land. The

transportation to and from the ASC is also accommodated

by the AutoStrads. As in Hamburg and Brisbane, the change

to automated operation is done step by step to keep the port

online and avoid loss of capacity.

Stacking and transportation by

one type of equipment

Relatively low initial investment

Short time to realisation

Automated straddle carrier

terminal

For manual and automated

terminals

Captures and optimises

utilisation

Improves safety and

security

Process automation

12 KALMAR GLOBAL

Multiple avenues for growthThe selection of a terminal concept (RTG, ASC, straddle

carrier, etc.) has massive implications for the future of any

terminal. However, it is important to realise that concepts can

be combined, thus providing new avenues for future growth.

“A mid-sized container terminal could begin with an

AutoStrad stack for a relatively small initial investment.

Later on in the future, a few ASC blocks could be added for a

dramatic increase in stack density,” Hendriks points out.

Due to the simple laws of three-dimensional geometry,

an 8-wide ASC can stack up to 25 percent more containers

than traditional 6- or 7-wide RTGs that need to leave a lane

for terminal tractors or shuttle carriers at the side of the

stack. The benefits of automation thus include improved

terminal capacity in addition to better performance and

lower operational costs. For a mid-sized terminal that

currently utilises RTGs, an increase in capacity from 250,000

to 1,000,000 TEU per year would be well within reach – all

without expanding the land area used.

Hybrid terminal designs also hold great promise for other

applications. “For example, ASCs and shuttle carriers could

be combined for more efficient handling of reefers or empty

containers,” notes Hendriks.

Future directions As vessel sizes increase, the demands on crane speeds

will grow comparably. Remotely operated STS cranes

are likely to see rapid development over the next five to

ten years.

In addition to port equipment, process automation

allows terminal operators to gain immediate benefits

for a very moderate initial investment. The Kalmar

SmartPort process automation portfolio includes

several modules to gain efficiency and safety benefits.

Kalmar has the unique capability to provide integrated

solutions from terminal operating systems (TOS)

to equipment and process automation along with

supporting services.

Another area of great interest is automated lashing

and twistlock handling. “Again, the issue is decoupling

– eliminating the need for one piece of port equipment

to wait for another,” says Hendriks.

The Automated Lashing Platform is a solution

designed to address this need. The system currently

supports 95 per cent of all twistlocks and is expected to

gain ground rapidly as the technology matures.

Several automation concepts

can be combined in the same

terminal, depending on the unique

characteristics and requirements

of the site. For example, the new

TraPac extension to the Port of

Los Angeles features a diagonal

AutoStrad stack in a corner of the

port that would be impossible to

utilise for an ASC stack.

Works with automated shuttle

carriers to decouple processes

and minimise apron size

Alternatively works with

automated guided vehicles

Supports high stack volume

and density

Optimises throughput

Read more on page 22

Automated stacking

crane terminal

Various degrees of

automation possible

High capacity stack and

maneuverability

Works with terminal tractors

or automated shuttle carriers

Both for medium-size and

large terminals

Read more on page 20

Automated RTG

terminalHybrid

terminal

13KALMAR GLOBAL

Process automation:

Improving terminal safetyProcess and equipment automation is the key to increased competitiveness in today’s container terminals. For operators, process automation can be an accessible and fast way to achieve immediate productivity improvements.

text THOMAS FREUNDLICH illustrations TERO HARSUNEN

14 KALMAR GLOBAL

40T

a collision avoidance system

to minimize RTGs knocking

over containers

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rea

Laser scanners

Scan a

rea

Truck lane

The stack profiling system

will send slow/stop signals to

the PLC to stop trolley/hoist

movements.

The system determines the

elevation between the load

and the stacks and the

distance to obstacle.

Collisions are avoided by

measuring container stack

height and controlling the

trolley driving speed via

the PLC.

Even partial adoption of process automation

increases productivity and equipment

utilisation rates while reducing the potential

for manual errors.

Out of harm’s wayIn addition to immediate gains in

performance, process automation offers

considerable improvements in safety over

traditional manual operations. “At the

most essential level, terminal automation

helps keep people out of the way of heavy

machinery,” says Heather Branstetter,

Director of Operations, Automation, Kalmar.

“Thanks to process automation and remote

monitoring, we can move many of the

tasks that require operator input from the

container yard to the comfort of an office.”

Continuous position tracking Often, the safety benefits of process

automation are as simple as knowing where

every container and piece of container

handling equipment is. The Kalmar

SmartStack solution provides a real-

time, accurate inventory of the terminal’s

containers.

“A tremendous amount of time can

be spent looking for a couple of lost

containers,” Branstetter notes. “If the

location of every container is known, there

is no need to manually search for them in a

possibly hazardous area with moving heavy

machinery.”

For trucks and straddle carriers,

continuous position tracking helps identify

bottlenecks and areas with a greater risk of

accidents.

RFID tracking can be used on both

terminal equipment and road trucks

authorised to operate in the terminal.

“Knowing a specific truck has entered the

terminal, its location and status, improves

security,” Branstetter says.

Job list optimisation and automated job

selection included in Kalmar SmartLift

further improve safety in the container

yard by allowing RTG operators to

concentrate on driving instead of scrolling

through job lists on mobile computers.

Security equals safetyBy definition, terminal automation

improves security by keeping people out

of the container yard. This can also mean

greater safety for employees.

“In some areas of the world, crane

operators are occasionally pressured to

land a container outside the terminal

perimeter for illicit purposes. Use of

process automation ensures that the

spreader twistlocks can only unlock in

designated areas and increases cargo

security,” Branstetter says.

“Safety is a key consideration for our

terminal customers around the world. This

has already been demonstrated by our

recent deals involving several SmartPort

solutions,” Branstetter concludes.

15KALMAR GLOBAL

Laser

scanner

Anti truck liftingPrevents hoist movement when it

detects the wheels of the trailer or truck

rise from the ground.

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16 KALMAR GLOBAL

Patrick is Australia’s largest national

operator of shipping container terminals

and the only Australian owned stevedore.

It is responsible for moving more than

half of the country’s containerised freight through

four major centres with long term concessions for

terminal operations in Brisbane, Sydney, Melbourne

and Fremantle.

Patrick is owned by Asciano, Australia’s largest

national rail freight and cargo port operator. Since

2005, it has invested more than A$300m (€196m) in

its terminal at the Port of Brisbane, which has a 900-

metre quay line.

The journey to automation began in the mid-1990s,

when the management team needed to improve the

safety and efficiency of the operation while at the same

time keeping the costs under control.

“Every cost we face as a stevedore has been

rising exponentially over the last 20 years,” explains

Matt Hollamby, Brisbane Manager, Terminals

Division, Patrick Corporation. “We saw automation

as an opportunity to streamline our operations

and introduce process-line concepts into terminal

stevedoring to make us more competitive.”

Success through leadingThe emergence of Hutchinson Port Holdings to

challenge the effective duopoly of Patrick and DP

World is the clearest sign of how the stevedoring

market in Australia has become more challenging.

That Australia previously had a patchy reputation

for stevedoring and full automation was unheard of

outside Europe, made the decision to automate even

more impressive. “When we decided to fully automate

there were only two other ports in the world that had

done so – the ECT Delta terminal in Rotterdam and

HHLA Container Terminal Altenwerder in Hamburg

– so it was a groundbreaking project for a terminal on

the other side of the world.”

The project commenced in 1996 and a trial site was

acquired in 2000. The first ship was worked under trial

in 2002 and the first stage of the automated terminal

went live in 2005, with stage two opening four years

later.

The ease of automationAlmost two decades after Patrick embraced it, automation remains a key competitive advantage in the challenging Australian stevedoring business.

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17KALMAR GLOBAL

“The focus of the project was to improve

stevedoring in anticipation of increased

competition and tougher operating

conditions, with the solution we were

proposing – automated straddle carriers –

different to anything available at the time,”

recalls Hollamby.

Phased transitionPatrick initiated the project in cooperation

with the Australian Centre for Field

Robotics at the University of Sydney, one

of the largest robotics research institutes in

the world.

Patrick was not looking to develop

a custom built machine, but rather to

automate an existing Kalmar straddle

carrier. This choice made possible a phased

transition from manual to automated

processes.

“We had developed the automation

technology and were already using Kalmar

straddle carriers. Our senior management

decided to establish a separate entity

to develop the technology further and

approached Kalmar, with whom we

already had an established relationship,”

says Hollamby. Patrick also developed a

proprietary terminal operating system for

use at the Port of Brisbane.

Turn off the lightsStevedores in Australia are not owned by

shipping lines, which means that winning

business comes down to the safety,

efficiency and cost-effectiveness of moving

containers. With labour representing a

significant proportion of overall costs,

automation makes sense.

“Our work team sizes are now smaller

than our competitors – just four people are

required to operate the ship-to-shore crane

and the associated shoreside machinery

in Brisbane. But automation is not about

cutting labour costs. Every other aspect of

the terminal operation is positively affected

by automation and some of these benefits

were not obvious to us when we started the

project,” says Hollamby.

Robots do not need to see, so at night

in certain operational circumstances the

lighting in the terminal can be turned off.

The potential energy savings in a 40-hectare

terminal add up to approximately

A$100,000 (€65,000) per year.

There has also been a positive impact

on the company’s maintenance regime. “In

a manned operation, if the machine is idle

for any length of time between jobs the

driver will typically sit in the cabin with the

engine running. In our system, the machine

will turn itself off between jobs. Because

maintenance contracts are structured on

the basis of engine hours, we have been able

to lengthen the period between servicing.”

Similarly, the terminal no longer needs

to be line marked since the robots do not

need to see where to put the containers. The

overall infrastructure demands, whether in

painting or in lighting, can be reduced for a

Kalmar AutoStradTM terminal.

World class safetyHollamby says that first and foremost

automation is safer. Prior to automation,

there were around 40 lost time injuries

Automation is not about cutting labour costs.

Patrick believes the AutoStrad will eventually dominate the market for

stevedoring technology.

18 KALMAR GLOBAL

a year in the terminal. Since automation was introduced, the

terminal has become one of the safest not just in Australia but

worldwide. “We went 12 months without a single lost time injury

among our 160 employees. This is incredibly important to me as

the Terminal Manager and to Patrick as a company.”

The cost savings accrued are considerable. Ten years ago

Patrick’s bill for workers compensation (the system that

compensates employees who suffer work-related injuries) was in

excess of A$1m (€653,000) – that figure has fallen by more than

two-thirds over the last decade. The importance placed on health

and safety is reflected in the company’s motto, ‘Home Safe Every

Day’.

Patrick’s Brisbane terminal operates 27 Kalmar AutoStrads

and there are plans to implement 44 AutoStrads and real time

control systems (RTCS) automation at the company’s Port Botany

redevelopment project by early 2015.

Flexible solutionWhen asked why Patrick decided against using the automated

guided vehicles (AVGs) that are a familiar sight in many of Europe’s

largest terminals, Hollamby points out that while both systems

have been refined over the years, there are several reasons why

Patrick believes the AutoStrad is a superior solution and will

eventually dominate the market for stevedoring technology.

“An AGV operation is less flexible. Our system straddles the

box, whereas the AGV carries the box, which means it has to be

placed onto the unit. Using a straddle carrier also facilitates the

building of buffer stacks behind the crane, whereas with an AGV

the vehicle has to be in position behind the crane for the driver to

discharge the container.”

“In this scenario, the horizontal transport is coupled to the

ship-to-shore crane and if they are not completely synchronised

the operation will suffer. With our system the crane driver simply

deposits the box onto the pavement.” Thus, the AutoStrad makes

processes easier by decoupling the duty cycles.

Dynamic planningThe AutoStrads can also work in conjunction

with automated stacking cranes (ASCs),

which make them suitable for use in the larger

European facilities where ASCs are deployed.

Hollamby says that while it is relatively easy

to get a machine to move a box from one point

to another, the real intelligence lies in the traffic management

system. While the AutoStrad is programmed with the initial steps

it must take to collect a container, it is able to re-plan its path in

real time to take account of factors such as the proximity of other

machines.

“This dynamic planning is as close as you can get to having

a human being driving the machine and is one of the most

compelling aspects of this technology,” he enthuses. “It enables 27

machines to work in concert and around other machines in the

vicinity.” The intelligence of the technology easily makes the system

the most flexible solution to realise an automated terminal.

Another notable aspect of the Patrick’s AutoStrad is that it uses

a millimetre wave radar system rather than GPS, which makes it

self-contained and autonomous in terms of navigational integrity

and accurate to within 2cm. Kalmar can also supply an AutoStrad

solution using an alternative method of calibration: markers

embedded in the road surface. This technology is used for the

AutoStrad at TraPac in Los Angeles.

Wave of changeHollamby describes automation as the next great wave of change

that will sweep across the stevedoring industry. “Within the next

10–15 years many of the major stevedores will automate and the

AutoStrad will be an attractive proposition for many of these

operators.”

Patrick has won several coveted architectural, safety and

engineering awards for this technology, including Australian

Terminal of the Year 2010 for Brisbane.

In June 2012, Kalmar acquired the rights to the AutoStrad,

including 23 Asciano staff who had been working on the project.

John Nash, Business Development Manager, Kalmar Australia

describes the relationship with Patrick as being more of a

collaborative partnership than a conventional client/supplier

relationship, with each party looking for a solution and using

the unique skill sets and experience within each organisation to

achieve its objectives.

“The competitive nature of terminal

operations and the cost of doing business in

Australia mean other ports will be closely

scrutinising the effect of the automation project,

and we are already seeing a spike in interest for

automation, both locally and overseas,” Hollamby

concludes.

Key AutoStradTM development dates

1996 2000 2002 2005 2012

Patrick commences automation project

Trial site acquired

First ship worked under automated process

Automated terminal goes live

Kalmar acquires all rights to AutoStrad

Watch the video about Patrick’s Brisbane

AutoStrad™ terminal at www.youtube.com/

KalmarGlobal

19KALMAR GLOBAL

text SILJA KUDEL photo KALMAR

20 KALMAR GLOBAL

Over 125,000 containers are

unloaded each year at the Port of

Oslo in the South Harbour of the

Norwegian capital. Add a yearly

throughput of one million tonnes of dry cargo

including grain, sand, cement and salt, and

we are talking huge volumes – soon to grow

even bigger, with Sjursøya Container Terminal

planning to increase its container throughput

from 210,000 to 450,000 TEU annually.

Expanding in a densely populated urban

area posed a seemingly insurmountable

challenge: how could the port double its

capacity by 2030 without increasing traffic

noise, pollution and energy consumption?

Enter Kalmar, a trusted long-term

partner of the Port of Oslo. A low noise,

zero emission solution featuring Kalmar

SmartPort automation will significantly

increase efficiency without placing a burden

on the local community and sensitive fjord

environment.

In a turnkey project, Kalmar will deliver

eight revolutionary all-electric, 50-tonne

rubber-tyred gantry (RTG) cranes, making

the Port of Oslo the world’s first terminal

to deploy the sophisticated combination of

automated positioning technology and process

automation available to date.

The world’s most advanced RTG crane automation takes

largest freight port.

The Port of Oslo

Tomorrow’s technology today“We ordered our first RTGs from Kalmar in 2001 and were

the first to adopt cable-fed RTGs in 2002, so this is basically a

re-order. It shows that we trust these cranes and Kalmar’s wide-

ranging in-house expertise,” says Svein Olav Lunde, Director of

the Technical Department at the Port of Oslo.

Lunde describes the new semi-automated solution as a major

step forward in digital control. “It offers us greater flexibility

for the future, allowing us to take automation to the next level.

Efficiency is everything in a country like Norway, where labour

costs are high.”

Space optimisation was another decisive factor. “We pride

ourselves on being the world’s most space-efficient terminal.

We’ll have the world’s biggest RTG cranes doing

high-precision work with Kalmar’s improved

positioning system.”

Flawless movesThe automated positioning solution is based

on Kalmar’s terminal logistic system (TLS)

software, which interfaces to the TOS, provides a

pre-arranged job list to the RTG drivers and then

drives the crane gantry and trolley automatically to

the end destination.

This is enhanced with a range of Kalmar

SmartPort solutions, including a stack profiling

system that eliminates the risk of containers

being knocked down. An automatic inventory of all container

moves is stored by SmartStack software, and online equipment

monitoring enables service personnel to check crane

performance in real time. “They can even log on from their

home laptops,” notes Lunde.

makes RTG history

one of the greatest assets

enhanced automation.

21KALMAR GLOBAL

“Globally, there’s much discussion about terminal automation.

You always have to look at the whole port operation – everything

from internal and external trucks to human resources. You then

design a modular solution that fits the specific needs of the

specific port,” says Virtanen.

A step by step approach offers customers the freedom to

choose a tailored package to meet their particular needs. And,

safety must never be compromised.

“The ultimate target is to boost productivity, but safety

is one of the greatest assets offered by Kalmar’s enhanced

automation,” affirms Mika Virtanen, Kalmar Vice President

for RTGs and STS Cranes.

“With regard to the automation of RTGs, Kalmar has

taken a very deliberate approach. We have learned there is a

large variance in the desired degree of RTG automation and

decided to make it possible for our customers to find the mix

that is just right for them – whether it is fully manual or fully

automated,” Virtanen says. “Process automation solutions can

be a first step, minimising the risk of stack collisions and other

accidents by eliminating human error. The next step would

be automated positioning, which is much more secure as the

crane always picks up the right containers. And when the

driver doesn’t need to keep his eyes on the controls, he can pay

more attention to what’s going on around him. The final step is

the fully automated RTG.”

Operation overviewVirtanen sees great potential for TLS software because it

can be combined with any crane type, diesel or electric, and

integrated with any equipment running in the yard, even

conventional machinery.

The Sjursøya Container Terminal is designed to

operate around RTG, straddle and shuttle carrier systems.

The new IQ of RTGs

All-electric Kalmar RTGs are global technological

forerunners. They can be integrated with a range of

Kalmar SmartPort process automation solutions to

enhance productivity. These include:

SmartStack for real-time inventory of containers

SmartRail for automated gantry steering

SmartLift for automated job selection

Terminal logistic system (TLS) software linked

with the terminal operating system (TOS) to

Automation can be added gradually, starting with

package over time.

Fundamental

text PAUL GOLDEN photos KALMAR

DP World and Kalmar are at the forefront of developments making the Port of Brisbane one of the most highly automated facilities in the world.

DP World Brisbane’s Mark Hulme believes in automation.

shift22 KALMAR GLOBAL

The skyscape of the Port of

Brisbane on Australia’s east coast

is constantly evolving. The city’s

airport is a hub for planes flying

across this vast country and around the

world and ornithological visitors from the

nearby Moreton Bay Marine Park sweep

across the reclaimed land once known as

Fisherman Islands.

Some of the most significant changes

have resulted from a €166m investment

by DP World to introduce automated

technology to its waterside operations.

Investing in future growthDP World operates more than 65 marine

terminals across six continents, including

four container terminals in Australia.

DP World Brisbane is a modern terminal

offering a full range of electronic business

support services that include electronic

customs import release of cargo, electronic

data interchange reporting and web-based

information services.

When DP World signed a new 40-year

lease at the Port of Brisbane in 2008, the

company realised it needed to make more

efficient use of the terminal space while also

maintaining the highest standards of safety,

comply with maritime transport security

regulations and provide high quality

customer service.

“The initial business case was based

on manned straddle carriers, although

the company also considered the merits

of automated guided vehicles,” explains

Mark Hulme, Chief Operating Officer of

DP World Australia and former Director

& General Manager, DP World Brisbane.

When a review of capacity versus costs

showed that for about the same investment

it could introduce automation and stay

ahead of forecasted increases in customer

demand, the company chose the path of

automation.

“We spent a lot of time looking at how

facilities in the USA and Europe operated,”

recalls Hulme. “Ultimately, we felt that a

combination of automated stacking cranes

and manned shuttle carriers would provide

the best financial return on investment and

the highest level of waterside productivity.

Operating costs in Australia are higher

than in other areas of Asia Pacific and we

felt that the new technology would enable

us to accommodate future growth cost-

effectively.”

DP World has developed a terminal

comprising seven modules, each serviced

by two Kalmar automated stacking cranes.

Containers are transferred by manned

Kalmar shuttle carriers from the quay crane

to a waterside exchange area at the front

of a module serviced by the automated

stacking cranes.

The return on investment in automation

was a major factor in DP World’s decision

to upgrade its facilities, although it was also

determined to further improve operational

safety and lower the environmental impact

on the Brisbane River and Moreton Bay

Marine Park, ecologically sensitive and

valuable conservation areas. The natural

beauty of the area makes it easy to see

why the company was keen to protect the

surroundings.

“We were looking for an operating mode

that delivered significant improvements in

efficiency,” says Hulme. “The replacement

DP World Brisbane has invested 166 million euros to automate its landside

operations and introduce semi-automated technology to its waterside operations.

23KALMAR GLOBAL

of the one-way driveway system enables

trucks to run two ways between modules,

while the upgraded IT systems will allow

transport companies to locate the position

of containers online, improving servicing

and turnaround of trucks once inside the

terminal and making it

easier to access vehicle

booking systems.”

Competition on the increaseThe project will increase

DP World’s terminal

capacity from 600,000

TEU to 900,000 TEU.

Hulme notes that this

was vital to stay alive in

this highly price-sensitive and competitive

industry.

“When we got our new lease in 2008

there were only two stevedores operating

in the port. In 2012, a third operator

started up, so staying competitive by being

a world leader in productivity, consistant

landside performance, maintaining the

highest standards of safety and minimising

operating costs are all more important than

ever.”

In early February 2014, the Kota Lestari became the first vessel to be stevedored

using the new container handling

operation. Hulme says

time will tell what impact

the new cranes will have,

particularly since when

we spoke the company

was still operating a

split terminal with the

old terminal serviced by

forklifts, reachstackers

and tractor trailers.

Ready for it allHulme is clearly looking forward to

having a fully automated terminal. “There

will be challenges at the start of any new

automated facility, but we have seen

constant improvement with the first ships

we have handled so far.”

One does not have to be an expert in

stevedoring to appreciate the challenge of

managing the transition from forklift based

to semi-automated terminal operations.

“Someone told me once that we were

the largest forklift container terminal in the

world,” says Hulme, “but there is a reason

why no other terminal uses forklifts to such

an extent – it is probably the most labour

intensive mode of operation.”

Over the two years of construction

work, DP World temporarily lost 30

percent of its terminal stacking area, while

also challenged with maintaining ageing

equipment.

Another challenge was preparing its

employees for the transition to automation.

“We engaged with employees and unions

from the outset and consulted extensively

on the new working arrangements, which

would obviously lead to staff lay-offs. Over

the following 18 months we explained the

rationale for our decision to go with the

automated stacking cranes and how the

changes would affect our employees.”

“It was vital that our employees

embrace the project because while we were

announcing that some would lose their

There has been a fundamental shift in how our facility operates.

24 KALMAR GLOBAL

jobs, we also had record volumes passing through the facility,” says

Hulme.

Customised trainingOne of the unique aspects of DP World’s approach to preparing

its personnel for the operational changes was a $1m (€667,000)

investment in a state-of-the-art simulator – the first of its kind

in Australia – to train employees to use the new equipment. The

simulator works in a virtual space which replicates the full range

of weather and operating conditions on the quayside, reducing the

chance of injury or damage to equipment.

This is a benchmark in operator performance and makes it possible

to create individual bespoke training packages, which reduces the

time required to train the operators to use the container handling

equipment at the port.

Engagement with customers and keeping them current with the

project was also important. Visitors came regularly to the site during

the civil construction work and crane assembly phases. Hulme says

customers have been very impressed at the extent of development,

the new machinery and the benefits they will see after it becomes

operational.

As part of its transition to automation, DP World implemented

Navis’s latest terminal operating system (TOS) technology, N4.

“That was just about the easiest decision we had to make,” explains

Hulme. “We had used previous versions of the Navis system and our

Australian business had already decided to move to N4. Our operation

has benefitted from the synergies of effectively having a single supplier

provide the automated stacking cranes, the manned shuttle carriers

and the terminal operating system.” Kalmar essentially integrated

systems, equipment, services and support for the completion of the

revised terminal.

Quite a featThis is the first time that DP World has worked with Kalmar in

Australia on a project of this size and complexity, although the

companies have worked closely together at facilities in other parts of

the world, including the London Gateway project (see infobox).

Hulme says Kalmar’s willingness to approach DP World’s selection

process with an open mind was notable. “The local team were prepared

to propose alternative solutions and did not commit to unrealistic

targets or time frames. The fact that we purchased the same equipment

that we are using at London Gateway means each facility can learn

from the other’s experiences.”

The investment made by DP World means the Port of Brisbane

is now one of the most automated facilities in the world and the

importance of the steps taken to ease the transition to automation

should not be underestimated, Hulme concludes.

“There has been a fundamental shift in how our facility operates

and a reduction of some 50 percent in operational employees. To

achieve this in an operating terminal with the support of the work

force is a considerable achievement.”

Setting up London Gateway

Kalmar is also supplying products and technology to the DP World London Gateway,

2013.

premier logistics centre in the UK with an initial capacity of 1.6m TEU. It is also the UK’s

shuttle carriers and 40 Kalmar automated stacking cranes with related technology.

25KALMAR GLOBAL

A project to increase the height of twelve Kalmar RTG cranes

Sur Valparaíso S.A. (TPS) at the Port of Valparaíso will allow one of Chile’s largest ports to increase the capacity of its container yard and

Valparaíso, Chile’s main port, sits in a spectacular setting,

reaching across several steep hills sweeping down to a

wide bay on the Pacific Ocean. In its nineteenth century

heyday and prior to the opening of the Panama Canal

in 1907, the port was a necessary stopping point for travellers

rounding Cape Horn between the Pacific and Atlantic Oceans,

making it one of the region’s major trading hubs. Ten years ago the

city’s historic heart was named a World Heritage Site for its wealth

of Victorian architecture.

The Port of Valparaíso remains one of the busiest in Chile – last

year it handled 911,000 TEU. Located halfway up the long Chilean

coast, it is well-positioned to serve the capital Santiago and clients

throughout the country, as well as Argentina.

Economies of scaleSince 2000, the bulk of cargo moving through Valparaíso has been

handled by the private operator Terminal Pacifico Sur Valparaíso

in Terminal 1, which has invested heavily over the last decade to

boost capacity and efficiency.

The investment was needed to handle rising exports of wine,

fresh fruit and other products and growing domestic demand for

imported consumer goods. Over the last decade, the number of

containers moving through Chilean ports has tripled.

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26 KALMAR GLOBAL

An added complication is the current move to ever-larger

vessels that offer shipping lines huge savings through economies

of scale. This trend is set to accelerate along South America’s

Pacific Coast with the enlargement of the Panama Canal. As well

as competition from newer ports further along the coast, TPS is

under pressure to meet clients’ need to handle more and more

cargo on larger ships.

Valparaíso, however, has little room for

the port to expand. Built on land claimed

from the sea and limited by geography, TPS

is also hemmed in by roads and buildings.

Demand for more capacity“To handle the increase in trade and the

larger ship sizes, TPS is working on a

number of parallel projects,” says Nicole Jaramillo, TPS Reliability Engineer.

One project will extend the length of the docking area by 120

metres to 740 metres so it can handle up to two Post-Panamax

vessels simultaneously. The work is expected to be finished in 2015.

“In addition, the company is heightening its twelve Kalmar

RTG cranes to optimise use of the container yard. By increasing

the height of the cranes by approximately 2.9 metres, TPS will be

able to stack a maximum of six containers – up from the current

five – and expand storage capacity in 60.000 TEU annually,” says

Jaramillo.

The contract to heighten the cranes was awarded to Kalmar with

whom TPS has a long and successful relationship. Along with the

12 RTG cranes, the terminal operates three Kalmar reachstackers,

five Kalmar top lifters and 21 Kalmar terminal

tractors.

Jaramillo says TPS’s decision to go with Kalmar

reflected both economic factors and its faith in

the Kalmar brand and excellent working relations

with the company and its local representatives.

Pioneering crane upgrades“Work on the first two cranes began in November

2013. An additional steel structure was inserted

into the cranes’ four columns. Kalmar engineers

modified the electrical cabling used to control the cranes, extended

the staircase to the operator’s cabin and lengthened the exhaust

pipe for the cranes’ diesel motors,” explains Juan C. Roca, Regional

Projects Manager at Kalmar Argentina.

As the first crane heightening in Chile and one of the first in

South America, TPS had some concerns about the impact the

27KALMAR GLOBAL

The operators are very happy with the new machines.

upgrade could have on the stability and

productivity of the cranes.

However, with more than 150 STS and

RTG crane heightenings around the world

under its belt, Kalmar’s proven experience

won the day.

“To handle the increased weight of the

enlarged structure, Kalmar’s engineers

advised using larger tyres, which also gave

the cranes more stability,” says Jaramillo.

LED lights were installed to ensure the

operator’s visibility was not impaired by

the increased height of the cabin. Cameras

were installed on the corners of the cranes

at ground level to improve the field of view

and eliminate a number of blind spots.

Smooth transitionThis attention to detail, which comes from

Kalmar’s extensive experience with crane

upgrading, made the transition to the

modified cranes remarkably smooth.

“The operators are very happy with the

new machines – the larger tyres make the

cranes more stable while the greater height

has not affected productivity. In fact, by

some measurements, they are operating

faster,” says Jaramillo.

After a brief trial period, TPS has now

authorised Kalmar to proceed with the

heightening of the remaining ten cranes.

Work is due to begin later this year with

work on the final crane due for completion

in early 2015.

“Altogether, this has been a super

successful experience,” says Jaramillo.

Kalmar does not just build cranes. With its crane upgrade consultancy service, it offers container terminals specialist engineering that comes from

relocations and performance upgrades of any brand of existing crane.

Emergency repair This experience is crucial in an emergency. If a crane is hit by a

cargo ship, for example, it can destabilise and put workers and

equipment at risk.

“This could obstruct port operations and cause a major

problem for terminal operators,” explains Eelco de Lange,

Director, Kalmar Crane Upgrades.

Kalmar’s experts can quickly analyse the situation and devise

an emergency plan to stabilise the structure so operations can

resume quickly. A full damage survey follows to see how to repair

the crane.

Fortunately, such accidents are rare. The bigger problem is

gradual wear and tear over years of intensive use.

Extending crane lifetimeBy upgrading cranes, Kalmar can help terminal operators extend

Kalmar engineers locate key hotspots on any brand of existing

crane where fatigue and wear is expected to occur. Kalmar

and its customers can then monitor, replace or reinforce

vulnerable parts to keep the crane operating in optimal

condition and reliably.

Going one step further, Kalmar extends the lifetime of

cranes with an additional one to two million moves by

fatigue calculations and a detailed inspection of the cranes.

Crane upgradesKalmar provides the expertise to help terminal operators

make the right decisions to improve their existing port

installations, such as upgrading an existing crane to handle

Crane upgrades have become popular as ports seek more

upgrades require specialist knowledge of how the crane can

be changed, given its limitation and history.

Lange. “Kalmar service engineers are experienced in

modifying existing cranes – a very different business to

building a new crane and requiring special expertise.”

More and more, terminal operators want not only more lift

capacity of the cranes but also increased safety, lower costs

and reduced environmental impact through introducing fuel

saving solutions.

Kalmar consultancy services – decades of engineering experience

28 KALMAR GLOBAL

It is the challenge that every Kalmar Ottawa

customer faces: relentless pressure for improved

productivity. In February, Kalmar introduced

its most advanced terminal tractor to the North

American distributor market – a machine

that will help operators get the job done more

efficiently, reliably and safely than ever.

“This is a true milestone in our nearly

60-year history of making terminal tractors,”

says David Wood, Vice President, Sales and

Marketing, Kalmar Ottawa Terminal Tractors

Americas Region. “Nearly two years ago, we

began designing the T2 by consulting with

the best terminal tractor experts – our dealers

and their customers. We took their advice and

our engineers built a truck that offers superior

ergonomics in the cab for improved driver

productivity, easier serviceability, and overall

better performance.”

Re-imagined from the ground up, the

engineering masterpiece promises to revolutionise

the demanding task of spotting trailers with a

range of industry-leading features, including an

even stronger chassis, faster fifth-wheel lifting,

and safety enhancements. Sporting a new look,

it is manufactured with a larger complement of

advanced composite materials to reduce weight,

prevent corrosion, and speed repair time –

without compromising safety and durability.

The cab’s high-quality, welded steel frame is

backed by an ROPS (roll-over protection system)

certification – a standard cab feature on all

models.

The redesigned cab opens the door to greater

productivity with more interior room and better

visibility. Drivers will appreciate new interior

features to enhance control and convenience: a

cup holder, rocker switches, improved steering

wheel belly clearance, suspended brake and

throttle pedals, more room behind the seat and

space on the dash for yard management devices.

Chris Booth, Kalmar Vice President, Terminal

Tractors adds, “To further boost productivity, the

T2’s ground-breaking design also translates into

easier maintenance and serviceability. Opening

the front cab access panel is as easy as removing a

few bolts. And many routine service procedures,

such as oil and transmission fluid checks, can be

done more quickly and safely from ground level.”

The new T2 Kalmar Ottawa for off-road

applications is powered by the Cummins QSB6.7

Tier 4i engine that meets new U.S. Environmental

Protection Agency (EPA) emissions standards.

It uses cooled exhaust gas recirculation, a

common rail fuel system, and a variable geometry

turbocharger. On-road models feature the

Cummins ISB6.7 EPA2013 engine as the standard

power.

Customer

+ Redesigned cab with more

interior room and better

visibility

+ Long list of interior

features for improved

comfort, convenience and

productivity

+

+ Stronger chassis

+ Reduced weight

+ Enhanced safety, including

protection system

+ Greater corrosion resistance

+ Easier maintenance

+ Improved serviceability and

repair time

+ Cummins ISB6.7 EPA2013

models

+ Cummins QSB6.7 Tier 4i

meets new U.S. EPA

emissions standard

Radical redesign The new Kalmar Ottawa T2 is built on the advice of the real experts: Kalmar’s terminal tractor customers and dealers.

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29KALMAR GLOBAL

Kalmar newsSpring 2014

Italian logistics company La Cisa Trasporti Industriali has

ordered six state-of-the-art Kalmar G generation lift trucks to

La Cisa spokesperson Roberto Provenzi expresses the

Productivity gets a lift

(RTGs) for Hutchison Ports UK (HPUK) at the Port of

Gloria goes Dubai

safety and increased operational

local port automation

constant data transfer of

Kalmar has also recently announced

30 K

Hybrid RTGs for East Africa’s busiest portTwelve Kalmar E-One2 hybrid rubber-tyred gantry

cranes (RTGs) are to be delivered to Kenya Ports

Authority (KPA) in Mombasa, Kenya. The hybrid RTGs

will boost container handling capacity at KPA’s recently

commissioned new container handling berth 19.

of Mombasa into the ranks of the world’s top container

ports. It is East Africa’s busiest port with a volume of

over 1 million TEU in 2013.

“Greater productivity and lower fuel costs were critical

factors in the selection process. We welcome the new

equipment that include RTGs, reachstackers and terminal

tractors,” says KPA Managing Director Gichiri Ndua.

At the heart of the RTGs is the Kalmar hybrid package

with an optimally sized diesel engine and energy

The Belawan International Container Terminal (BICT) in Medan,

Indonesia, has commissioned Kalmar to refurbish one of its ship-to-

shore (STS) cranes. BICT is managed by Pelindo I, one of four state

owned Indonesian terminal operators. Located on Java, the terminal

serves the Straits of Malacca, the world’s busiest shipping lane. The

electrical control system (PLC and DC drives), main dynamic brakes,

wire ropes, spreader pulley sheaves and headblock of a Nelcon STS

crane will all be replaced and its DC motors and festoon system will

be repaired.

“Being one of the busiest container terminals in the region, we need

to make sure that our performance remains high in all situations. The

refurbishment will improve the overall reliability and performance of

the crane for the foreseeable future,” says Akhmad Hidayah Alcaff, General Manager, BICT.

STS gets a new lease on life

An enthusiastic team from the Ports of Stockholm gathered

at the end of March 2014 to receive four of Kalmar’s new

generation reachstackers called Gloria.

was

celebrated at the end of April 2014 in connection to

Kalmar Distributor Meeting. Kalmar Panama, located in

customers in the region and provides spare parts

support 24/7.

Panama is the Latin-American country with the highest

container throughput registered in 2013 and the

gateway to Latin America and beyond. The expansion

of the canal is expected to have an impact on trade

patterns, shipping lines, ports and hub locations in the

region. Existing locks can take at maximum 5,100 TEU

vessels, while the new locks will accommodate 13,000–

14,000 TEU vessels.

31KALMAR GLOBAL

Since Kalmar

entered the China

market in the

mid-1980s, its

reachstacker has become

the workhorse across the

country at port terminals once

dominated by forklifts.

Chen Zhibin, who has been

with Kalmar Greater China for

over 10 years and is now the

General Manager of the South and Southeast China team, has

witnessed these changes firsthand.

“When customers in China want to buy our equipment, they

always ask for a ‘Kalmar’ instead of simply saying they want a

reachstacker,” Chen says. “For them, Kalmar is reachstacker. Our

Chinese customers have always regarded our equipment as of the

highest quality.”

That credibility has come from a great deal of hard work and

dedication in the early days.

When Chen transferred to Shenzhen in 2000, it was only

a representative office. Soon after, the office won a full service

maintenance contract for repairing and maintaining four Kalmar

forklifts at Yantian Port, a challenge and opportunity for his team

to set up the systems needed to serve its customers in the region.

“At that time we had a small staff and could only do on-site

repair. To maintain equipment you need to establish a basic

supply chain, from setting up a warehouse with a parts inventory

to establishing a parts supply and distribution system, and adding

a few outsourcing contracts.”

During the early period there was basically no downtime

for the Shenzhen team. “It was pretty tough, but from this we

were able to lay a solid foundation and accumulate valuable

experience for future maintenance contracts,” Chen recalls. “The

four forklifts are still in operation and the company has since

purchased six other pieces of equipment.”

Innovation and a winning business modelKalmar’s innovations in the China market have seen the

introduction of the DRT series in 2010, locally assembled at the

company’s Shanghai manufacturing facility. One of the newest of

the reachstacker series, the DRT

offers safe container handling

with high cost efficiency,

increasingly important factors

as Chinese ports upgrade and

automate.

Today, around 25 percent

of Kalmar’s sales are generated

in the Asia-Pacific region, a

success that Chen attributes to

its model to address its clients’

needs based on what he calls the

‘4S’ pillars – speed, spare parts, service and support.

A key component of the 4S principle is Kalmar’s “Swift

Service” – a regionally operating courier system the company set

text MICHAEL STANDAERTphotos KALMAR

Going strong in ChinaProduct quality has been the main driver behind

Learn, unlearn and

relearn – this

centre’s

32 KALMAR GLOBAL

The services team hard at work in China.

Kalmar machine test at MAU Shanghai.

Chen Zhibin with a group of customers.

1

2

3

up in 1998 to ensure that orders for parts

weighing under 25 kilos are filled within

20 hours of submission. For any orders

that exceed that, Kalmar waives the parts

and shipping costs.

“The Swift Service is a code of conduct

for our supply chain,” Chen says. “We

want same-day orders to be processed

that day and despatched within 16 hours.”

Kalmar is working to further develop

these advantages to be implemented

in the near future.

Another innovation milestone

is the Kalmar Asia Training Centre,

established in 2005, with a team

of four senior trainers, each with

over 20 years of experience. The

Centre can accommodate up to 40

trainees and the trainers have the

latest teaching technology at their

disposal for dynamic presentations.

“I believe we are the only

similar equipment manufacturer

in Asia to put such a big emphasis

on training and skills sharing,

providing continuing education and

skills updating. Learn, unlearn and

relearn – this is the training centre’s

philosophy.”

The training centre offers seminars

by Kalmar employees who share and

pass on their invaluable technical and

management experience.

Kalmar is also innovating by

expanding cooperation with distributors,

with teams at Tianjin, Shanghai, Xiamen,

Hong Kong and Shenzhen driving the

push.

“Developing our sales, service teams

and supply chain, working with our

distributors and reaching our customers

faster are all critical,” Chen says.

This dovetails well with two trends

emerging in China – consolidation

and enlargement of coastal ports and

terminals and the expansion of the

logistics business into second and third

tier cities where the customer base is

smaller and more diversified.

Consolidation among major shipping

companies and the move to larger and

larger ships will continue in the future.

Bigger ships means larger terminals at the

major ports and less activity at some of

the secondary ports.

“If, for example, these larger ships

come to Shenzhen they will not go

to [nearby] Guangzhou, and if they

berth at Xiamen, they will no longer go

to [nearby] Fuzhou. Larger shipping

companies will increasingly work together

to cut costs and share shipping space.”

Greener portsTerminals are phasing out older

equipment in favour of new, more energy

efficient and environmentally friendly

upgrades. China will also increasingly

push ‘Green Port’ policies in the future

that will mean Chinese ports will have

to rely on higher-quality machinery,

according to Chen.

Kalmar’s innovations make it a leader

in energy-efficient container handling

equipment, which is the path to the

future.

2

“The larger ports at the major cities in

China’s coastal areas are implementing

stricter environmental standards, so more

efficient, environmentally friendly products

as ‘green port’ policies are implemented are

the way of the future,” Chen says.

Two concepts – greener terminals and

automation – are now key at Chinese ports.

“Some of our reachstackers are already

powered by electricity instead of diesel,

and we are continuing to research new

technology that will help us address these

trends in the future,” says Chen.

1

3

33KALMAR GLOBAL

text

PA

UL

WH

EA

TL

EY

p

ho

to J

OH

AN

N H

INR

ICH

S As dramatic as this sounds, if work is

interrupted at this site outside a small

town in Bavaria, southern Germany,

BMW worldwide immediately has a

critical supply problem. In Kalmar, BMW has chosen

the perfect partner to ensure that delivery of auto parts

from Wackersdorf runs like clockwork.

The bottom line is the entire process here must

operate flawlessly without breakdowns, with BMW

plants from the US to Brazil, from Russia to Indonesia

waiting for their orders. The logistics centre’s role is

to receive components from suppliers, put them into

special containers and load them onto trains headed

for Hamburg in northern Germany for export to

foreign markets.

Keeping BMW on the road

Site

“Without the logistics centre at Wackersdorf, the world wouldn’t have new BMWs,” says Josef Huf, BMW operations manager.

Soaring numbersCentral to the chain is a series of Kalmar machines

– three reachstackers and a terminal tractor with

a container mover that moves containers between

warehouses. The two larger reachstackers, in particular,

have changed the dynamics of how the work is done

here, owing to their capacity to accommodate the

increasing number of auto components making their

way through the Wackersdorf site every year. In

2011–2012, 4,796 containers were shipped to the US.

By early 2014, that number had already risen to 5,798

containers and it is expected to soar even higher in the

coming years.

34 KALMAR GLOBAL

The world of BMW relies on Wackersdorf, and our success is underpinned by Kalmar.

“The two large reachstackers are perfect for the work here

because they can reach up to three container levels in height, pick

up a full container, take it to the nearby railway depot, and extend

its reach across to load onto the second railway line, if necessary,”

Huf says.

Outstanding service supportWhile the performance of the machines itself was impressive

enough for Huf, it was performance plus the outstanding service

support that convinced BMW that Kalmar was the best and only

partner for BMW at Wackersdorf. “The service is the best available,”

he says. “We have service technicians just a phone call away for

immediate support. Also, we have service technicians just a few

kilometres away who are on call 24/7, and Kalmar gets replacement

parts to us very quickly.”

Such has been the success of the cooperation between BMW and

Kalmar that there have been no disruptions to the vital worldwide

delivery of auto parts because of a breakdown at Wackersdorf.

“Kalmar have provided us with fantastic reliability and

performance,” says Huf, “The world of BMW relies on Wackersdorf,

and our success is underpinned by Kalmar.”

35KALMAR GLOBAL

BMW in Wackersdorf BMW’s central logistics point shipping 2.5 million

parts and components annually

Experienced.We are committed to your business in everything we do. Kalmar Care offers maintenance contracts that can be tailored to meet your needs, no matter how big or small your business or what type of equipment you operate. You choose from four different contract types, all backed by the experience and knowledge of our dedicated staff. Kalmar Care makes sure that your business never stops.Learn more at kalmarglobal.com